Lubricating system for rotary-valve motors



Sept. 9, 192%. 1,508,073

H. SCHEEL LUBRICATING SYSTEM FOR ROTARY VALVE MOTORS Filed Oct. 8. 1921 4 Sheets-Sheet 1 Ethel-" r. .ElEhEL Sept. 9 19%. 1,568,073

H. SCHEEL LUBRICATING SYSTEM FOR ROTARY VALVE MOTORS Filed Oct. 8, 1921 4 Sheets-Sheet 3 r [I I g /5 Herbert cheel- Jwucnhw Sept. 9 1924. 1,508,073

H. SCHEEL LUBRICATiNG SYSTEM FOR ROTARY VALVE MOTORS Filed Oct. '8, 1921 4 Sheets-Sheet 4 q I L;

' 19 0 M l| J Herbert ESE-1581.

- the news,

Patented Sept.

HERBERT SOHEEL, OF $11. LOUIS, MISSOURI.

LUBRTCATING SYSTEM FOR ROTARY-VALVE Hd'lt) 12.:

Application filed October a, 1921. Serial 1%. 506,446.

To all whom it may concern: Be it known that I, HERBERT Sonnnn,

a citizen of the United States, residing at St. Louis, in the State of Missouri, have invented certain new and useful Improvements in Lubricating Systems for Rotary- Valve Motors, of which the following is aspecification. ,1 This invention relates to a rotary valve controlled internal combustion engine; 'The primary object of the invention 1s the provision'ofan improved rotary valve for use in internal com 7, signed from a practical and technical standint to overcome the impractical features l i retofore involved in this type of valve. Specificially, the invention includes the prd'vision of a complete lubricating system for internal combustion. engines embodying the im rovedrotary valve, and cooperatingv with t e rotary. valve to provide a proper lubrication themfonill l A further-object ofth e'invention-is the revision of a rotary valve internal comhustion'e e, and a" lubricating system of the above ascribed character, in which the lubricating material is automatically supplied tojthe bearing surfaces and seat of .t e rotary .valve by reason of the tructurenof the valve itself. J Other objects will be apparent during of the following. detailed: description.,.- I, v; f r Inithe accompanying d .form1 n ,apart of thisfgsp'ecification, an InWhl'O similar reference characters designate ,corresponding I parts throughout the several Figure .veltical cross sectional view of an internalpombustioniengine, and show-f ing the improved rotary valve mounted therein.

Figure 2' is a longitudinal cross sectional 'view taken through the rotary valve.

Fi re 3 is a diagrammaticview illustrating t e lubricatin system as. used in a rotarv valve contr'o ed motor.

igure 4 is a front elevation, partly in i section, and showingthenreans for. drivi the rotary the engine. y

Fi re 5 is a diagrammatic illustratiouof the rive mechanism employed in themternal combustion engine or valve rotation. Figure-6 is a fragmentary front elevation valve from thecrank,shaft ,o

ustion' engines, de-

of an oil pump-as used in the lubricating system of the rotary valve motor.

Figure 7 is a cross sectional view throu h aportion of the engine, and showing t e mounting of the oil pump in side elevation and its driving connectiom Figure 8 is a cross sectional view taken through the rotary valve and showin the manner in which the same is mounted an internal combustion engine.

In' the drawings, wherein for the purposes of illustration'is shown the preferred embodiment of my invention, the letter A designates the motor or internal combustion. engine of any approved t pe,

the improved rotary valve mounted in the cylinder head thereof, and adjustably mains t-ained therein by the' adjustable anti-friction bearing devices 0.

Drive means D. is employed in the internal 'combustionen e for rotary movement of the valve B, said drive means D cooperatin with the crank shaft of the internal com ustion engine A. An oil' um E is for lubricating purposes in the cylinder head of and having provided upon the internal com ustlon engine A for control of the lubricating system" m the internal combustion engine A, whereby the lubricant is fed onto the bearing surfaces-of the rotary valve B.

'The motor A may-be. of any approved ty and as. herein shown com rises a cylm or casing 110 of the four 'cy 'nder ty 1 cast en bloc. The crank case 11 is of o inary internal combustion'en ine constructien' having the crank shaft 12 in, and supporting the connecting rods 13, upon whic reciprocation within the cylinders of the casing 10. The motor A further embodies the oil pan 15, for receiving the lubricant of the internal combustion engine, the connecting rod troughs 16 being provided on the engine A as a art of the ordinary equipment. A fly wheell'll, is of course, mounted as in' ordinary formation upon the rear of the internal combustion en ine A, to offectively operate the crank s aft 12.

The cylmder' head 18 is necessarily of special constructionand is mounted upon t e casing 10 asby bolts 19. A gasket 20 isprovided, intermediate the cylinder casing 10 and the cylinder head 18 to provide a e ak proof construction. The cylinder head 18 is provided with a oonicalor taperaring therethe pistons-14.- are mounted for 420, having the reduce to the rear thereof.

rear roller bearing housing 22, and a for.

ward roller bearing housing 24. The roller bearing housings 22 and 2d are provided with detachable caps 25 and 26 respectively, whereby a person may have access to the interior of the valve seat 21, and for the purpose of adjusting the various anti-friction or roller bearings G. The casing 18 is pro vided with a gear housing 27-adjacent the forward. bearing housing 24:, and for the purpose of receiving a portion of the drive means 10 to be subsequently described,

-Counication between the bearing housing24l and the housing 27 is bad through a passageway 28. A lubricant teed pipe 29 is provided for detachable insertion 'in a passageway 30 in the rear roller bearing ousing 22, and whereby lubricant can be pumped into the space within the housing 22, and in a manner to be subsequently set forth. 7

It is preferred that the motor. A be of the water cooled type, the cylinder casing 10 having the water passageways 31 therein. as in ordinary construction, and the cylin-- der head 18 being provided with the communicating passageways 32 therein, for cooperation with the passageways "31 of casing 10. Passageways 33 and 3d are provided in the cylinder head 18 leading into the conical seat 21, and for each cylinder of the casing 10; these passageways being provided respectively as conduits in the intake and exhaust manifolds 35 and 36', which are detachably positioned in any 21- proved manner upon the sides of the cylin or head 18. Passageways 37 are provided in the cylinder head 18 which establish communication between the longitudinal seat 21 therein and the cylinders or the internal combustion engine A. The ordinary water jacket pipe 39 is provided upon the cylinder head 18 aslan dutlet for-the water to the radiator (not .shown) of the vehicle to which the internal combustion engine A is attached. I

The rotary valve B is preferably formed of heat treated cast iron, permanently expanded to practically its maximum diameter within internal combustion engine ranges of temperature. The valve 18 includes the tapering or conical sha ed body portion screw threaded stems t1 and 42 upon the larger and smaller ends respectively thereof, The valve B is grooves 50 and 51 completely anoenva provided with. a uniform cross sectioned ends of the passageway d3 adjacent the outer faces of the stems 41 and 42 being outwardly flared as at i l to permit free entrance and exit of lubricant, which isordinarily adapted for disposal within the assageway t3, and in a manner tobe su sequently set forth. The screw threads 15 are provided upon the stems 41 and 41-2 extending inwardly from the outer faces of said stems for substantially'one-hali th'elength of these stems, slots' lfi being provided in each of the screw threaded ortions 45, and for 'receptionoi a portion or the roller bearing means Cs Two substantially rectangular control ports 47 are provided for each cylinder of the internal combustion engine tion to each other that they conform to the spacing of the cylinders in the cylinder casing 10 oi the internal combustion engine A. It is preferred that the ports a? ct an individual cylinder be located at exactly.

180 with respect to each other'in order to conform to the cycle of operation.

The bearing surface 48 oil the body portion 40 of rotary valve B is provided with a double spiral groove construction 49 intermediate the ends of adjacent cylinder ports at. Single spiral grooves 50 and 51 are provided upon the bearing surface 48 intermediate the ends of the ports 47 and the reduced shanks 41 and 42 respectively The single spiral grooves 50 and 51 incline at a spiral away from the ends of the adjacent ports 47 and toward the reduced shanks 4:1 and d2 respectively, and are thus complete in themselves and on that portion of the bearing surface 48 offset from the ends of the ports 4?. The extreme ends of the spiral grooves 50 and 51, which lie adiacent the ends of the ports at, are provided with radial" passageways 52 and 53 respectively, which communicate into the main lubrica ing passageway 43. These ducts 52 and 53 will hereinatterbe termed entrance ducts, as the lubricant from the passageway 43 enters into the spiral grooves 50 and 51 throu h these ducts. 52 and 53', in a manner to e subsequently set truth,- The opposite ends of the grooves 50 and 51 are provided with exit ductstid and 55, which are of course, disposed nearest the reduced stems 4:1 and 42, since the spiral grooves 50 and '51 lead away irom their adjacent'ports 4i? as hereinbei ore set forth. lt is preferred, that the spiral s iral for llld about three turns circumferential y oil the bearing surface 48, and as clearly illustrated in Figure l. oil the drawings.

- of thebearing surface 48 which lies intermediate the ends of adjacent cylinder ports 47, are so constructed as to provide 8 iral grooves 56 and 57, which spiral away om their ad'acent ports 47, and are consequently spiralle in converging directions toward each other, sothat they terminate at a common juncture point 58. The ends of the spiral grooves 56 and57 adjacent the ends of thelr respective ports 47 are provided with entrance ducts 59 and 60 res ectively. From these ducts 59 and 60, the spiral grooves 56 and 57 lead away from their adjacent ports 47 to the common juncture point 58, wherein is formed the raidal duct 61 communicating into the lubricating passageway 43, and which is an exit duct. The rotary valve B, of course, can be so con structed, that the ports 47 thereon are formed to take care of any number of cylinders in an internal combustion engine. The portions of the bearing surfaces 48 intermediate the ports in said valve which are provided for adjacent cylinders are each provided with the double s iral groove constructions 49 above described. The indi vidual spiral grooves 56 and 57 may, of course, be inclined in spiral fashion, to provide a predetermined number of convolutions circumferentially of the surface 48. Suitable key slots 63 are provided on a portion 64 of the rotary valve B and adjacent the reduced stem 41, said slots 63 leading inwardly from the shoulder 65" as rovided by said reduced stem 41, and for t e reception of suitable keys to maintaina helical gear 65 of the drive means D to be subsequently described. Suitable screw threaded openings 67 ma be provided radially in the valve B tapp in the bottom of the slots 63, and for receiving screws (not shown) to hold the keys of gear 65.

The anti-friction bearin constructions C, may be of the exact t pe ascribed in'detail, in my copending app ication Serial No. 418,- 564, filed Oct. 21,1920. They each comprise the roller bearing cup 68 receiving) therein the supporting body 69 for rotata ly supportingthe roller bearings 70 therebetween. An adjusting nut 71 is provided for engaging the screw threaded portions of the stems 41 and 42 of valve B, for binding engagement about the outer face of the support 69, to force the same against the roller bearings 70 and for accurately supporting the rotary valve B. A fine adjustment between the bearing surface 48 of the valve B and the internal seating surface of the seat 21 of cylinder head 18 is desired, and in order that the adjusting nut 71 may hold the antifriction bearings C in a predetermined sition, the lock washers 72 are provide for cooperation with the adjusting nuts 71, in

a manner fully described in the co-pending appgication above mentioned. An auxiliary loc nut 73 is provided, as a part of each of the anti-friction devices C, and engages the screw threaded portion of stems 41 and 42, for maintainin an accurate seating adjustment of sai rotary valve B. The antifriction supporting devices'O are of course, placed in both the rear bearing housing 22 and the forward bearing housing 24, parts thereof being accessibly located because of the detachable caps 25 and 26.

The drive meansD, is of s ecial construction, and is formed princi a y of a train of helical gears connecting t e crank shaft 12, and the rotary valve B, by means of a vertical shaft 75, which'is dis at ri ht angles to the axes of the rotary valve an crank shaft of the internal combustion engine A. The shaft 75 is mountedina special casin 7 6', which is detachably connected to the cyE inder casing 10 and cylinder-head 18 of the internal combustion engine A. The up er The extreme upper end of the connecting shaft 75 is provided with a relatively small helical gear 81 adapted for cooperation with the helical gear 65, mounted, as above described, upon the forward end of the rotary valve B. The ratio of the coopcrating helical gears 81' and 65 is such that the s ed of the rotary valve B will be reduced with respect to the speed of the crank shaft 12, in a ratio of 1 to 4. The helical gears 65 and 81 are coo erating right hand gears. Consequently, t e rotary valve B will be driven clockwise, and in the same direction as the movement of the crank shaft 12, as is diagrammatically indicated in Figure 13.

The vertical shaft 75 is divided intoan upper reduced portion 82 and a lower enlarged portion 83. The lower portion 83 is journalled within a bearing sleeve 84 of soft metal, such as babbitt, and circumferentially supported by a sleeve 85, formed integral or rigid with the casing 76, and adapted for supporting the shaft 5 in pro r alignment- The upper end of. the enlarge portion 83 is provided with a left hand helical car 86, which is clamped thereon by an a justing screw 87 engaging screw threads at the point of juncture of the portions 82 and 83 of shaft 75. Suitable ball bearing runways 88 are provided intermediate the lower part of the helical gear 86 and the top at the sleeve 85, supporting ball or anti-friction bearings 89 therebetween, and which bear ings 89 receive the resultant of the thrusts.

hand helical gear 96, adapted for cooperation with the helical gear 86 to be driven thereby, and in a manner as illustrated in the diagraatic view of Figure 5. The maeto shaft gear 96, is of course, enclosed in an offset 97 of the casing 76; a detachable cap 98 being provided for access to the shaft 93 and supporting mechanism of the vertical shaft 75. The casin 76 is bolted upwardly to the cylinder hea 18, at 98, and at the lower portion thereol,is bolted, as at 99 to the cylinder casing 10.

The oil pump E may be of any approved type, and the internal mechanism thereof bein of course connected to the pump extension 95 of the shaft 93. Bolts 100 are employed in detachably mountin the pump E in position upon the casin or ousing 6. Tn the arrangement of the ubrication system of the motor A", a pipe line 105, is detachably connected as at 106, to the pump E and which leads directly into the lubricating material in the sump or an 15. A'second pipe line 107 is detachab y connected, as at 108 to the pump E and extends into a distributor mechanism 109 of any approved type, for conveying oil or lubrication to the troughs 16 for lubricating the bearings of the crank shaft connectin rods, as well as in ordinary formation. T e distributor has individual lead pipes to the main bearing points of the crank shaft and internal combustion engine. A third oil feed line 110 is detachably connected, as at 111, into the pump mechanism E and which is provided for communication with the lubricating feed pipe 29, whereby oil or lubricant may be forced into the rear housing 22. A pressure gauge 112 is provided in communication with the feed lines 110 and 29 to determine the operating or working pressure of the pump E.

In operation,'the oil or lubricant is drawn by operation of the pump mechanism E, through the pipe line 105, and directly from the sump or oil pan 15. The pump E, is of course driven, as above mentioned, by the shaft 93. The pressure within the oil pump of the port 47.

, naoacra E forces the same through the feed pipe 107 to the distributor, where the lubricant is sent, as above mentioned, to the connecting rod troughs and the crank shaft bearings. The oil or lubricant from the pump E is likewise forced into the conveying pipe 110, and the same is forced throughv the ipe 29, and into the enclosed rear roller bearing housing 22, through the passageway 30. As the level of the Oll rises in the passageway 43 of the rotary .valve B, and due to rotation of the valve, as above described, said lubricant or oil is-centrifugally thrown into the end aperture 53 of spiral groove 51,and which is positioned adjacent an end The direction of rotation of the valve B, defines the aperture of the spiral groove 51, through' which the same enters. As the rotary valve ll turns clockwise, the duct 53 of course, will be the entrance duct for the lubricant into the spiral groove 51. As the valve rotates, the lubricant will seek its way circumferentially about the bearing surface and in the groove 51, being forced through the end duct 55 to return into the longitudinal chamber 43. Regarding a double spiral groove structure t9, and wherein are positioned the opposed spiral grooves 56 and 57, the direction of rotation of the valve B being clockwise, the lubricant enters the spiral grooves 56 and 57 through their respective end ducts 59 and 60, which are positioned adjacent the ends of ths control ports 47 for individual cylinders. The lubricant will-seek its way about the spiral grooves 56 and 57, and toward the common juncture point, wherein is positioned the exit duct 61 and for return of lubricant from the spiral grooves 56 and 57, into the chamber 43. The operation of the lubricant in the spiral groove 50 adjacent the enlarged end of the rotary valve B, is altogether similar to the operation of lubricant in the spiral groove 51. In other words, the duct 52 adjacent an end of the control port l7, is the entrance duct, and the duct 54 is provided for return of lubricant from the spiral groove 60 into the passageway 4:3. It can be seen that the lubricant is thus directed onto the bearing surface 48 of the rotary valve 18 adjacent the ends of the control ports 47, and led away from the control ports 4'? to be returned to the passageway 43. This system oil lubricating the rotary valve B, is oi course, chiefly advantageous in the evenly lubricated bearing surface provided intermediate the various cylinders of the internal combustion engine, and whereby the lubricant is directed away from the control ports, thus preventing oil and other matter from entering the control ports 47, which might result in loss of com ression. In fact, the chief disadvantage o rotary valves, is the dificulty experienced in providing a good tional action against its seat.

compression within an engine cylinder, due to the fact that considerable clearance must be provided between the bearing surface of the rotary valve and the interior seating surface in the c linder head. The improved valve constructlon does away with this dis advantage to a maximum extent, due to the fact that the same is constructed of permanently expanded metal, and cannot 'ap reciably expand due to over-heating by c i The lubricant, of course, flows continuously throu h the central passageway" 43 and about t e bearing surface 48 through the various spiral grooves therein, said lubricant being prevented. from deviating from its path byasaid-spiral' grooves. The

. lubricant, as the same exits from the central pass g gway 43 of rotary valve B flows housing 24, where the passageway 28 into the ont bearin' the same exits throng into the enlarged portion 27 of cylinder I head 18, and flows downwardly through the timing gear housing 76. The housing 76, is of course, enclosed, however, being open to the sump or oil pan 15, whereby e returning lubricant flows over the van-' ous helical ears of the drive shaft 75, and

returns to t e sump or lubricating pan 15.

The rotary valve B, is of course, removable through the front anti-friction bearing housing 24, b detachment of the cap 26 therefrom, an without interfering with the drive gears, thus said valve B being capable of aermanent adjustment as herein dey scribe by means of the adjustable means C.

Various changes in the shape, size and arrangement of parts, may be made to the form of the invention herein shown and described, without departing from the spirit of the mvention,or the scope of the claims.

I claim:

1. In an internal combustion engine having cylinders and inlet and exhaust passage- .ways, a rotary valve having intake and exhaust ports therein and a passageway extending longitudinally therethrough, adjustable anti-friction means supporting said rotary valve at the ends thereof withln the engine, means providin an enclosed compartment at each end, 0 said rotary valve within which said anti-friction means are disposed,

. said com artment being in communication with sai ass eway of said valve, and means for 'rectlng lubricant through said valve passageway and said compartments over said anti-friction means.

2. In a lubricating system for internal combustion engines],- thfi combination of an engine, a rota vs vs avlng a pass 7 9. extending theizthrough and provided with grooves in the bearing surface thereof, each of said grooves having inlet and outlet ports communicating with said passa away, and

means for supplying a body 0 lubricant about the bearin to the assageway of said valve for automatic ow into said grooves.

3; In a lubricant systemfor motors, the combination of a motor, a rotary'valve for saidmotor having a longitudinal chamber extending therethrough, said valve having spiral grooves extending circumferentially surfaces .thereof, each of said grooves havlng inlet and outlet ducts communicating in, said valve chamber, and

' means for supplying a body of lubrication to the chamber of. said valve for automatic flow into said spiral grooves.

4. In a deviceof the class described, the combination with an internal combustion engine including cylinders and pistons, a rotary valve for said engine having a longitudinal passageway extending therethrough and provided with cylinder ports spaced and depressed therein, spiral grooves in the hearing surfaces of said rotary valve intermediate said cylinder por'ts, each of said spiral grooves having inlet and outlet ducts leading into the longitudinal passageway of said rotary valve, and oil pressure means maintaining a lubricant in the rotary. valve longitudinal passageway, for feed into said spiral grooves in automatic manner during rotation thereof.

.5. In a device of the class described, the

combination with an internal combustion engine including cylinders, of a rotary valve having a lubricatingpassageway extending lon itudinally therethrough and provide wit control ports depressed inwardly of the bearing surfaces thereof, said valve having spiral grooves adjacent each end of the-ports and leading away therefrom,leach .of said spiral grooves having ducts in both ends thereof leading into the lubricating passa eway of said valve, and means for supp ying lubricating material into the passageway of said valve. 5

6. In a lubricating system for motors, the a 110 combinationv with an internal combustion en- .gine including cylinders and operating said valve whereby durin rotation of said valve oil is sent into the nets of the spiral grooves adjacent the valve orts and to returh to the passageway of said valve through the ducts remote from said valve -ports.

7. in a device of the class described, the

combination with a motor including cylin ders, pistons and operatin means, oi a rotary valve having contro ports therein for a plurality of engine cylinders,-spiral grooves adjacent each end out the control ports and in the hearin surfaces of said rotary valve, said spira grooves leading away from their adjacent ports and the spiral grooves intermediate adjacent cylinder ports leading to a common juncture point, said valves being provided longitudinally with a passa eway for continually flowing lubricant, ann having ducts in the ends of each of said spiral grooves for the entrance and exit of lubricant into the passageway of said valve, and means for supplying lubricant to the passageway of said valve whereby said lubricant is centritugally 2t? directed through the ducts for continuous flowing in the spiral grooves to lubricate the bearing surfaces of said rotary valve.

Leonora 8. In an internal combustion engine having cylinders and inlet and exhaust passa eways, a rotary valve having intake and en aust ports'therein and a passageway errtending longitudinally therethrough, and

provided with ducts extending from the longitudinally extending passageway to the outer surface thereoll ad ustable anti triction means supporting said rotary valve at the ends thereof within the engine, means providing an enclosed compartment at each end-of said rotary'valve in which said antitriction means are disposed, said compartments being in communication with the passageway off said valve, and means for directing a continuous flow of lubricant through said valve passageway, through the ports to the outer surface of said valve and into said compartments over said anti-friction means.

HERBERT SCHEE 4 

